Power transmitting system for vehicle

ABSTRACT

A power transmitting system having an input shaft, a driven bevel gear, a follower bevel gear and a clutch drive shaft accommodated in longitudinally bisected center casings. Left and right electromagnetic clutches connected to the clutch drive shaft are accommodated in left and right side casings which are connected to the center casings and, such that a driving force from the input shaft is transmitted to left and right wheels through the pair of bevel gears and the left and right clutches. Thus, maintenance of the clutches can be easily performed, and the check and regulation of the meshed states of the bevel gears can be easily performed.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a power transmitting system for a vehicle which is designed to transmit a driving force from an input shaft to wheels through left and right clutches, and particularly, to a structure of a casing thereof

2. Description of the Related Art

The casing of a power transmitting system is conventionally divided at a division plane provided by a vertical plane including the input shaft into two portions: a left casing and a right casing.

However, if the casing means is laterally divided into the two portions, there is a problem in that a driven bevel gear and a follower bevel gear accommodated in a central portion of the casing means tend to obstruct the ease of maintenance of the left and right clutches. In addition, the check and regulation of the meshed states of driven bevel gear and follower bevel gear are difficult.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the present invention to provide a power transmitting system for a vehicle, wherein the maintenance of the clutches can be easily performed and moreover, the check and regulation of the meshed states of driven bevel gear and follower bevel gear can be easily performed.

To achieve the above object, according to a first aspect and feature of the present invention, there is provided a power transmitting system for a vehicle which is designed to transmit a driving force from an input shaft driven by an engine to a clutch drive shaft disposed laterally of a vehicle body through a driven bevel gear and a follower bevel gear and to transmit the driving force from the clutch drive shaft to left and right wheels through left and right clutches, wherein the bevel gears are accommodated in a center casing, and the left and right clutches are accommodated in a left side casing and a right side casing which are coupled to left and right sides of the center casing, respectively.

With such an arrangement, the maintenance of the clutches can be easily performed without being obstructed by the bevel gears, by removing the left and right side casings from the center casing.

According to a second aspect and feature of the present invention, in addition to the first feature, the center casing is longitudinally bisected.

With such an arrangement, the check and regulation of the meshed states of the driven bevel gear and the follower bevel gear can be easily formed by longitudinally disassembling the center casings.

The above and other objects, features and advantages of the invention will become apparent from the following description of the preferred embodiment taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWING

FIGS. 1 to 10 illustrate a preferred exemplary embodiment of the present invention, wherein

FIG. 1 is an illustration of the entire arrangement of a four-wheel drive vehicle;

FIG. 2 is a plan view of the entire rear differential;

FIG. 3 is an enlarged view of a portion of the differential shown in FIG. 2;

FIG. 4 is an enlarged view of a portion of the differential shown in FIG. 2;

FIG. 5 is an enlarged view of a portion of the differential shown in FIG. 2;

FIG. 6 is an enlarged sectional view taken along a line 6--6 in FIG. 4;

FIG. 7 is an enlarged view of an essential portion shown in FIG. 4;

FIG. 8 is a sectional view taken along a line 8--8 in FIG. 3;

FIG. 9 is a sectional view taken along a line 9--9 in FIG. 8; and

FIG. 10 is a graph illustrating the relationship between the vehicle speed and the maximum transmitted torque of the clutch.

DETAILED DESCRIPTION OF THE PREFERRED EXEMPLARY EMBODIMENT

The present invention will now be described by way of a preferred exemplary embodiment with reference to the accompanying drawings.

Referring to FIG. 1, a four-wheel drive vehicle V includes an engine E laterally mounted at a front portion of a vehicle body, a transmission M provided integrally with the engine E, a front differential D_(F) which connects the transmission M to drive shafts 1_(L) and 1_(R) of left and right front wheels W_(FL) and W_(FR), a transfer case T which connects the front differential D_(F) to a propeller shaft 2, and a rear differential D_(R) which connects the propeller shaft 2 to drive shafts 3_(L) and 3_(R) of left and right rear wheels W_(RL) and W_(RR). The rear differential D_(R) is capable of controlling the transmitting of a driving force to the drive shafts 3_(L) and 3_(R) of the rear wheels W_(RL) and W_(RR). When the transmitting of the driving force is stopped, the vehicle is brought into a front wheel drive state in which only the front wheels W_(FL) and W_(FR) are driven, and when the driving force is transmitted, the vehicle is brought into a four-wheel drive state in which both of the front wheels W_(FL) and W_(FR) and the rear wheels W_(RL) and W_(RR) are driven. Further, in the four-wheel drive state, the rear differential D_(R) is capable of controlling the distribution of the driving force to the left and right rear wheels W_(RL) and W_(RR) to any extent.

Connected to an electronic control unit U are a front wheel speed sensor S₁ for detecting a front wheel speed based on a rotational speed of the propeller shaft 2; a pair of rear wheel speed sensors S₂, S₂ for detecting rear wheel speeds based on rotational speeds of the left and right drive shafts 3_(L) and 3_(R) of the rear wheels W_(RL) and W_(RR), respectively; a steering angle sensor S₃ for detecting a steering angle of a steering wheel 4; a yaw rate sensor S₄ for detecting a yaw rate of the vehicle body; a lateral acceleration sensor S₅ for detecting a lateral acceleration of the vehicle body; and a differential lock switch S₆ for locking the rear differential D_(R). The electronic control unit U controls left and right electromagnetic clutches C_(L) and C_(R) (which will be described hereinafter) mounted in the rear differential D_(R) based on signals from the sensors S₁ to S₅ and the differential lock switch S₆.

The structure of the rear differential D_(R) will be described with reference to FIGS. 2 to 9. The rear differential D_(R) has a substantially laterally symmetric structure and hence, with the regard to the lateral symmetric portions, only one (left) of the left and right portions will be described, and the duplicated description is omitted.

The rear differential D_(R) includes a casing means which is divided into a front center casing 11, a rear center casing 12 coupled to a rear surface of the front center casing 11 by a plurality of bolts 14 (see FIG. 8), a left side casing 13_(L) coupled to left sides of the center casings 11 and 12 by a plurality of bolts 15, and a right side casing 13_(R) coupled to right sides of the center casings 11 and 12 by a plurality of bolts 15.

An input shaft 18 is supported in the front center casing 11 by a pair of tapered roller bearings 16 and 17, and coupled at its front end to a rear end of the propeller shaft 2 (see FIG. 1) through a coupling 19. The front wheel speed sensor S₁ opposed to a rotor 20 fixed to the input shaft 18 to detect a number of rotations of the input shaft 18 is fixed to the front center casing 11 by a bolt 21. A hollow clutch drive shaft 23 is supported at its opposite ends in the front center casing 11 and the rear center casing 12 through a pair of ball bearings 22, 22, and a driven bevel gear 26 integrally formed at a rear end of the input shaft 18 is meshed with a follower bevel gear 25 fixed to the clutch drive shaft 23 by a bolt 24. The input shaft 18 and the clutch drive shaft 23 are in offset locations and are not on the same plane. Therefore, the follower bevel gear 25 and driven bevel gear 26, which are of a hypoid type, are used.

A left output shaft 29_(L) is supported coaxially with the clutch drive shaft 23 by a ball bearing 27 mounted on the left side casting 13_(L) and a needle bearing 28 mounted at a left end of the clutch drive shaft 23. A right end of the left drive shaft 3_(L) (see FIG. 1) is coupled to a left end of the left output shaft 29_(L) protruding from the left side casing 13_(L) through a coupling 30. The rear wheel speed sensor S₂ opposed to a rotor 31 fixed to the left output shaft 29_(L) to detect a rotational speed of the left output shaft 29_(L) is fixed to the left side casing 13_(L) by a bolt 32.

The left electromagnetic clutch C_(L) accommodated in the left side casing 13_(L) includes a clutch outer 36 spline-coupled to the left end of the clutch drive shaft 23, a clutch inner 37 spline-coupled to a right end of the left output shaft 29_(L), a plurality of clutch disks 38 axially slidably but non-rotatably carried on an inner periphery of the clutch outer 36, a plurality of clutch plates 39 axially slidably but non-rotatably carried on an outer periphery of the clutch inner 37 and superposed alternately on the clutch disks 38, and a clutch piston 40 axially slidably carried on the outer periphery of the clutch inner 37 for bringing the clutch disks 38 and the clutch plates 39 into close contact with each other.

A ball cam mechanism 44 is provided on the outer periphery of the left output shaft 29_(L) and is comprised of a stationary cam member 41, a movable cam member 42 and a plurality of balls 43. A left side of the stationary cam member 41 is opposed to a right side of the ball bearing 27 with a thrust bearing 45 interposed therebetween, and a right side of the movable cam member 42 is opposed to a left side of the clutch inner 37 with a spring 46 interposed therebetween and opposed to a left side of the clutch piston 40 with a small gap located therebetween. An outer peripheral surface of the stationary cam member 41 is spline-coupled at 48 to an inner peripheral surface of a coil housing 47 which will be described hereinafter, and an inner peripheral surface of the movable cam member 42 is spline-coupled at 49 to an outer peripheral surface of the left output shaft 29_(L).

As can be seen by reference to FIG. 6 together with other Figures, triangular cam grooves 41₁ and 42₁ are defined at predetermined distances in opposed surfaces of the cam members 41 and 42 of the ball cam mechanism 44, and the balls 43 are disposed between opposed cam grooves 41₁ and 42₁.

As can be seen from FIG. 7, a solenoid 50 is disposed radially outside the ball cam mechanism 44 and includes an annular coil 52 covered with an insulating material 51, an annular coil housing 47 which covers an inner peripheral surface, an outer peripheral surface and a right side of the coil 52, and an annular armature 54 disposed on a right side of the coil housing 47. The coil 52 is fixed to the left side casing 13_(L) by a means which is not shown, and the coil housing 47 is supported for rotation about the left output shaft 29_(L) through the ball cam mechanism 44. An outer periphery of the armature 54 is spline-coupled at 55 to the clutch outer 36, and a right side of the armature 54 is opposed to the left side of the clutch piston 40 with a belleville spring 56 interposed therebetween.

A left end (an end opposite from the armature 54) of the coil housing 47 protrudes leftwards by a distance L from a left end of the coil 52, whereby a magnetic closed circuit shown by a bold line is easily formed to enhance the magnetic flux density to increase the attracting force of the armature 54, as compared with a case where the left end of the coil housing 47 is terminated at a location on the right of the left end of the coil 52. Gaps α, α are defined between the coil 52 fixed to the left side casing 13_(L) and the coil housing 47 which is rotated relative to the coil 52, but by minimizing the size of the gaps α, α, the magnetic flux density can be further enhanced. Further, by forming the coil 52, the coil housing 47 and the armature 54 from a material having a high relative magnetic permeability such as silicon, a permalloy and the like, the magnetic closed circuit can be fully closed to prevent magnetic flux from being leaked to another member.

A gap β is defined between an outer peripheral surface of the movable cam member 42 and the inner peripheral surface of the coil housing 47, and a gap γ is defined between an inner peripheral surface of the stationary cam member 41 and the outer peripheral surface of the left output shaft 29_(L). These gaps β and γ enable the amount of magnetic flux leaked from the magnetic closed circuit through the stationary and movable cam members 41 and 42 to the left output shaft 29_(L) to be minimized, thereby increasing the attracting force of the armature 54 and reducing the electrical power consumed by the coil 52.

As can be seen by reference to FIGS. 8 and 9, an oil pump 61 accommodated in an internal space in the front center casing 11 and the rear center casing 12 is comprised of a trochoid pump and includes a pump housing 63 fixed to an inner surface of the front center casing 11 by bolts 62, 62, a pump cover 65 coupled to the pump housing 63 by bolts 64, an internally-toothed outer rotor 66 rotatably accommodated within the pump housing 63 and the pump cover 64, and an externally-toothed inner rotor 67 fixed to an outer periphery of the clutch drive shaft 23 and meshed with the outer rotor 66.

Lubricating oil is stored in a space below the front and rear center casings 11 and 12. An oil strainer 70 is mounted in an oil passage 69 extending downwards from an intake port 68 defined below the pump housing 63 and the pump cover 65, and is immersed in the oil. A discharge port 71 is defined above the pump housing 63 and the pump cover 65 to communicate with an oil passage 23₂ axially defined in the clutch drive shaft 23 through an oil bore 23₁ radially defined in the clutch drive shaft 23. The internal space in the front and rear center casings 11 and 12 communicates with an internal space in the left and right side casings 13_(L) and 13_(R) through a plurality of through-bores 11₁ and 12₁.

A right end of an oil passage 29₁ axially defined in the left output shaft 29_(L) communicates with a left end of the oil passage 23₂ axially defined in the clutch drive shaft 23. Oil bores 29₂ and 29₃ radially extending from the oil passage 29₁ are defined in the left output shaft 29_(L). One oil bore 29₂ faces an oil bore 37₁ defined in the clutch inner 37, and the other bore 29₃ faces the thrust bearing 45 disposed between the ball bearing 27 and the ball cam mechanism 44.

The operation of the embodiment of the present invention having the above-described construction will be described below.

At vehicle start-up, a driving force from the engine E is first transmitted to the left and right front wheels W_(FL) and W_(FR) through the transmission M, the front differential D_(F) and the drive shafts 1_(L) and 1_(R). The driving force from the engine E is also transmitted to the rear differential D_(R) through the propeller shaft 2 to rotate the input shaft 18, the driven bevel gear 26, the follower bevel gear 25 and the clutch drive shaft 23. However, the left and right electromagnetic clutches C_(L) and C_(R) are in their non-engaged states and hence, the rear wheels W_(RL) and W_(RR) are not driven. At this time, the rotational speeds of the front wheels are detected by the front wheel speed sensor S₁ mounted on the input shaft 18 of the rear differential D_(R), and the rotational speeds of the rear wheels are detected by the rear wheel speed sensors S₂, S₂ mounted on the left and right output shafts 29_(L) and 29_(R) of the rear differential D_(R). However, at a moment when the driving force has been transmitted to the front wheels W_(FL) and W_(FR), the driving force is still not transmitted to the rear wheels W_(RL) and W_(RR) due to the fact that the left and right electromagnetic clutches C_(L) and C_(R) are in their non-engaged states. Therefore, a differential rotation is produced between the front wheels W_(FL) and W_(FR) and the rear wheels W_(RL) and W_(RR). When the differential rotation between the front wheels W_(FL) and W_(FR) and the rear wheels W_(RL) and W_(RR) is detected, the left and right electromagnetic clutches C_(L) and C_(R) are brought into their engaged states based on a signal from the electronic control unit U, thereby permitting the rotation of the clutch drive shaft 23 to be transmitted to the rear wheels W_(RL) and W_(RR) through the left and right output shafts 29_(L) and 29_(R) and the left and right drive shafts 3_(L) and 3_(R). In this manner, the vehicle V is brought into the four-wheel drive state.

The operation of the electromagnetic clutches C_(L) and C_(R) will be described with the left electromagnetic clutch C_(L) shown, for example, in FIG. 4. When the solenoid 50 is in its non-energized state, the attraction of the armature 54 to the coil housing 47 has been released, and hence, the coil housing 47 and the armature 54 are rotatable relative to each other. In this state, the clutch drive shaft 23, the clutch outer 36, the clutch disks 38 and the armature 54 are in their integrated states, and the left output shaft 29_(L), the clutch inner 37, the clutch piston 40, the ball cam mechanism 44 and the coil housing 47 are also in their integrated states. Therefore, the transmission of the power from the clutch drive shaft 23 to the left output shaft 29_(L) has been stopped by slipping of the armature 54 relative to the coil housing 47.

When the coil 52 of the solenoid 50 is energized by a command from the electronic control unit U, the armature 54 is attracted to and integrated with the coil housing 47. As a result, the rotation of the clutch drive shaft 23 is transmitted through the clutch outer 36, the armature 54 and the coil housing 47 to the stationary cam member 41 of the ball cam mechanism 44, thereby producing the relative rotations shown by arrows A and B in FIG. 6 between the stationary cam member 41 integrated with the clutch drive shaft 23 and the movable cam member 42 integrated with the output shaft 29_(L). When the stationary cam member 41 and the movable cam member 42 have been rotated relative to each other, the movable cam member 42 is moved rightwards away from the stationary cam member 41 against a biasing force of the spring 46 by a reaction force received by the cam grooves 41₁ and 42₁ from the balls 43, and pushes the clutch piston 40 rightwards to bring the clutch disks 38 and the clutch plates 39 into engagement with each other.

Thus, the clutch outer 36 is coupled directly to the clutch inner 37 through the clutch disks 38 and the clutch plates 39, and the left electromagnetic clutch C_(L) is brought into the engaged state, thereby permitting the rotation of the clutch drive shaft 23 to be transmitted to the left output shaft 29_(L). When the left and right electromagnetic clutches C_(L) and C_(R) have been brought into the engaged states in the above manner, the left and right rear wheels W_(RL) and W_(RR) are driven. In this manner, the vehicle V is brought into the four-wheel drive state.

The rear differential D_(R) is capable of generating a difference between the engagement forces of the left and right electromagnetic clutches C_(L) and C_(R) by controlling a value of electric current supplied to the coils 52, 52 of the left and right solenoids 50, 50, so that any torque is distributed to the left and right rear wheels W_(RL) and W_(RR), thereby controlling the steering characteristic of the vehicle. A reference yaw rate is calculated based on a steering angle detected by the steering angle sensor S₃, a vehicle speed calculated based on outputs from the front wheel speed sensor S₁ and the rear wheel speed sensors S₂, S₂, and a lateral acceleration detected by the lateral acceleration sensor S₅, for example, during turning of the vehicle V. This reference yaw rate is compared with an actual yaw rate detected by the yaw rate sensor S₄. If the vehicle is in an over-steering tendency or an under-steering tendency as a result of the comparison, a control for eliminating the over-steering tendency or the under-steering tendency can be performed.

Specifically, when the vehicle is in the over-steering tendency, a yaw moment causing the vehicle body to be turned outwards as viewed during the turning of the vehicle can be generated to eliminate the over-steering tendency by increasing the engagement force of the electromagnetic clutch C_(L) or C_(R) on the inner side during turning of the vehicle, and decreasing the engagement force of the electromagnetic clutch C_(L) or C_(R) on the outer side during turning of the vehicle. When the vehicle is in the under-steering tendency, a yaw moment causing the vehicle body to be turned inwards as viewed during turning of the vehicle can be generated to eliminate the under-steering tendency by decreasing the engagement force of the electromagnetic clutch C_(L) or C_(R) on the inner side during turning of the vehicle, and increasing the engagement force of the electromagnetic clutch C_(L) or C_(R) on the outer side during turning of the vehicle.

When a driver operates the differential lock switch S₆, the left and right electromagnetic clutches C_(L) and C_(R) are brought into the engaged states by the maximum transmitted torque. In this manner, the vehicle V is brought into the four-wheel drive state and a differential-locked state in which the left and right rear wheels W_(RL) and W_(RR) have been integrally coupled to each other, which can contribute to an increase in driving force when the vehicle travels out of a slippery area.

In this way, the four-wheel drive state and the front wheel drive state can be easily switched from one to another in a simple structure in which the two electromagnetic clutches C_(L) and C_(R) are merely provided with the rear differential D_(R). Moreover, any driving force can be distributed to the left and right rear wheels W_(RL) and W_(RR), and a differential locking mechanism can be provided.

The appropriate magnitude of the maximum transmitted torque transmitted to the rear wheels W_(RL) and W_(RR) through the rear differential D_(R) is varied depending upon the friction coefficient of a road surface. It is desirable that for a road surface of a smaller friction coefficient, the maximum transmitted torque is decreased, and for a road surface of a larger friction coefficient, the maximum transmitted torque is increased. If the maximum transmitted torque is set according to the following expression:

torque=weight of rear wheel axle×friction coefficient of road surface×radius of tire,

a maximum transmitted torque suitable for the friction coefficient of a road surface can be obtained.

If the maximum transmitted torque is set at a larger value such that it is suited for a road surface of a higher friction coefficient such as an asphalt-covered road, the required capacity of the electromagnetic clutches C_(L) and C_(R) is increased, whereby the size of the electromagnetic clutches C_(L) and C_(R) is also necessarily increased. However, a maximum transmitted torque suitable for any of various road surfaces of different friction coefficients can be obtained by limiting the engagement forces of the electromagnetic clutches C_(L) and C_(R) on a road surface of a lower friction coefficient such as a snow-laden road. If the maximum transmitted torque is set at a smaller value such that it is suited for a road surface of a lower friction coefficient, the size of the electromagnetic clutches C_(L) and C_(R) can be reduced and, in turn, the size of the rear differential D_(R) can be reduced. However, on a road surface of a higher friction coefficient, the maximum transmitted torque may be insufficient in some cases.

By setting the maximum transmitted torque transmitted to the rear wheels W_(RL) and W_(RR) through the rear differential D_(R), so that the maximum transmitted torque assumes a maximum value when the vehicle speed is lower, and the maximum transmitted torque is decreased with an increase in vehicle speed, as shown in FIG. 10, the sizes of the electromagnetic clutches C_(L) and C_(R), the driven bevel gear 26 and the follower bevel gear 25 can be reduced, and the durability thereof can be enhanced. Namely, the horsepower of the engine E transmitted to the rear wheels W_(RL) and W_(RR) through the rear differential D_(R) is proportional to the product of the maximum transmitted torque and the vehicle speed. However, if the maximum transmitted torque is decreased with the increase in vehicle speed, it is possible to prevent the horsepower transmitted to the rear wheels W_(RL) and W_(RR) from being increased in accordance with the increase in vehicle speed. Thus, even if the sizes of the electromagnetic clutches C_(L) and C_(R), the driven bevel gear 26 and the follower bevel gear 25 are reduced, it is possible to prevent the reduction in durability due to the transmission of a larger horsepower when at a higher vehicle speed.

Now, when the clutch drive shaft 23 of the rear differential D_(R) is rotated, the inner rotor 67 and the outer rotor 66 of the oil pump 61 accommodated in the front and rear center casings 11 and 12 are rotated, thereby causing the oil stored in the front and rear center casings 11 and 12 to be drawn from the oil strainer 70 via the oil passage 69 into the intake port 68 and supplied from the discharge port 71 via the oil bore 23₁ into the oil passage 23₂ defined in the clutch drive shaft 23. The oil flowing from the oil passage 23₂ in the clutch drive shaft 23 into the oil passages 29₁, 29₁ in the left and right output shafts 29_(L) and 29_(R) flows through the oil bores 29₂ and 29₃ extending radially from the oil passages 29₁, 29₁ to the outside of the clutch drive shaft 23. A portion of this oil is passed through the oil bores 37₁ defined in the clutch inner 37 to lubricate the clutch disks 38 and the clutch plates 39, and another portion of the oil lubricates the ball bearings 27, 27, the needle bearings 28, 28, the ball cam mechanisms 44, 44, the thrust bearings 45, 45 and the like. The oil after completion of the lubrication is returned from the left and right side casings 13_(L) and 13_(R) through the through-bores 11₁ and 12₁ into the front and rear center casings 11 and 12.

Since the oil pump 61 is disposed at the location in which it is sandwiched between the left and right electromagnetic clutches C_(L) and C_(R), as described above, the length of the oil passages for supplying the oil from the oil pump 61 to the electromagnetic clutches C_(L) and C_(R) can be minimized. Moreover, the oil passages 23₂ and 29₁, 29₁ are defined to extend through the insides of the clutch drive shaft 23 and the left and right output shafts 29_(L) and 29_(R) which are connected in series, a special piping is not required, but also the resistance to flowing of the oil can be decreased.

If the driven bevel gear 26 and the follower bevel gear 25 are disposed within the front and rear center casings 11 and 12, a dead space with two ways surrounded by the bevel gears 25 and 26 is created, but the increase in size of the front and rear center casings 11 and 12 can be prevented by disposing the oil pump 61 utilizing such dead space. Particularly, since the oil pump 61 is comprised of the trochoid pump with the inner rotor 67 thereof being fixed to the clutch drive shaft 23, the layout of the oil pump 61 in the dead space is facilitated. Moreover, the oil passage 69 connected to the intake port 68 of the oil pump 61 opens directly into the bottoms of the front and rear center casings 11 and 12 and hence, it is possible to effectively prevent the inclusion of air during inclination of the vehicle V. Further, the follower bevel gear 25 and the oil pump 61 disposed in the internal space in the front and rear center casings 11 and 12 exhibit a function of a baffle plate and hence, it is possible to inhibit the creation of waves in the oil surface to further effectively prevent the inclusion of air.

Since the casing of the rear differential D_(R) is divided into the four portions: the front center casing 11, the rear center casing 12 and the left and right side casings 13_(L) and 13_(R), the check and regulation of the meshed states of the driven bevel gear 26 and the follower bevel gear 25 assembled in the front and rear center casings 11 and 12 can be easily carried out by removing the left and right side casings 13_(L) and 13_(R) and separating the rear center casing 12 from the front center casing 11. Moreover, the maintenance of the electromagnetic clutches C_(L) and C_(R) assembled within the left and right side casings 13_(L) and 13_(R) can be easily carried out only by removing the left and right side casings 13_(L) and 13_(R). Further, the structure of a mold used for the producing the casing means in a casting process can be simplified, as compared with a case where the casing means is divided into two portions.

Although the embodiment of the present invention has been described in detail, it will be understood that the present invention is not limited to the above-described embodiment, and various modifications may be made without departing from the spirit and scope of the invention lo defined in claims.

For example, in place of the left and right clutches C_(L) and C_(R) being formed of the electromagnetic clutches, they may be formed of hydraulic clutches. The driven and follower bevel gears 26 and 25 are not limited to the hypoid type in which their axes do not intersect one another, and they may be usual bevel gears having axes intersecting each other. The power transmitting system for the vehicle according to the present invention is not limited to the use for the front engine vehicle and is also applicable to a rear engine vehicle and a midship engine vehicle. Thus, the driven wheels are not limited to the front wheels W_(FL) and W_(FR) and may be the rear wheels W_(RL) and W_(RR). 

What is claimed is:
 1. A power transmitting system for a vehicle which is designed to transmit a driving force from an input shaft driven by an engine to a clutch drive shaft disposed laterally of a vehicle body through a driven bevel gear and a follower bevel gear and to transmit the driving force from said clutch drive shaft to left and right wheels through left and right clutches, comprising:a center casing containing said driven bevel gear and said follower bevel gear; a left side casing containing said left clutch, said left side casing being coupled to a left side of said center casing; and a right side casing containing said right clutch, said right side casing being coupled to a right side of said center casing, wherein said center casing is divided into two separate halves along a plane extending laterally of said vehicle body along an axis of said clutch drive shaft into a front-side casing part and a rear-side casing part.
 2. A power transmitting system as recited in claim 1, wherein said left and right clutches comprise electromagnetic clutches.
 3. A power transmitting system as recited in claim 1, wherein said left and right clutches comprise hydraulic clutches.
 4. A power transmitting system as recited in claim 1, wherein said driven bevel gear and said follower bevel gear are comprised of hypoid bevel gears having respective axes which do not intersect one another.
 5. A power transmitting system as recited in claim 1, wherein said driven bevel gear and said follower gear have intersecting axes. 